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2. At high altitude, this may result in activation of the angle of attack protection.
LOAD FACTOR PROTECTION
On commercial aircraft, high load factors can be encountered during evasive maneuvers due to
potential collisions, or CFIT…
Pulling "g" is efficient, if the resulting maneuver is really flown with this "g" number. If the aircraft is
not able to fly this trajectory, or to perform this maneuver, pulling "g" will be detrimental.
On commercial aircraft, the maximum load that is structurally allowed is:
• 2.5 g in clean configuration,
• 2.0 g with the flaps extended.
AIRBUS LOAD FACTOR PROTECTION and safety
On most commercial aircraft, the potential for an efficient 2.5 g maneuver is very remote.
Furthermore, as G Load information is not continuously provided in the cockpit, airline pilots are
not used to controlling this parameter. This is further evidenced by inflight experience, which
reveals that: In emergency situations, initial PF reaction on a yoke or sidestick is hesitant, then
aggressive.
With load factor protection, the PF may immediately and instinctively pull the sidestick full aft: The
aircraft will initially fly a 2.5 g maneuver without losing time. Then, if the PF still needs to maintain
the sidestick full aft stick, because the danger still exists, then the high AOA protection will take
over. Load factor protection enhances this high AOA protection.
Load factor protection enables immediate PF reaction, without any risk of overstressing the
aircraft.
Flight experience has also revealed that an immediate 2.5 g reaction provides larger obstacle
clearance, than a hesitant and delayed high G Load maneuver (two-second delay).
A330/A340 FLIGHT CREW TRAINING MANUAL
OPERATIONAL PHILOSOPHY
FLIGHT CONTROLS
A330/A340 FLEET OP-020 P 11/16
FCTM 17 JUN 09
HIGH PITCH ATTITUDE PROTECTION
Excessive pitch attitudes, caused by upsets or inappropriate maneuvers, lead to hazardous
situations:
• Too high a nose-up ▸ Very rapid energy loss
• Too low a nose-down ▸ Very rapid energy gain
Furthermore, there is no emergency situation that requires flying at excessive attitudes. For these
reasons, pitch attitude protection limits pitch attitude to plus 30 °/minus 15 °.
Pitch attitude protection enhances high speed protection, high load factor protection, and high
AOA protection.
1HIGH ANGLE-OF-ATTACK (AOA) PROTECTION
High AOA protection enables the PF to pull the sidestick full aft in dangerous situations, and thus
consistently achieve the best possible aircraft lift. This action on the sidestick is instinctive, and the
high AOA protection minimizes the risk of stalls or control loss.
High AOA protection is an aerodynamic protection:
• The PF will notice if the normal flight envelope is exceeded for any reason, because the
autopitch trim will stop, the aircraft will sink to maintain its current AOA (alpha PROT, strong
static stability), and a significant change in aircraft behavior will occur.
• If the PF then pulls the sidestick full aft, a maximum AOA (approximately corresponding to CL
Max) is commanded. In addition, the speedbrakes will automatically retract, if extended.
airbus AOA PROTECTION
A330/A340 FLIGHT CREW TRAINING MANUAL
OPERATIONAL PHILOSOPHY
FLIGHT CONTROLS
A330/A340 FLEET OP-020 P 12/16
FCTM 17 JUN 09
In addition to this aerodynamic protection, there are three more energy features:
• If ATHR is in SPEED mode, the speed cannot drop below VLS, even if the target speed is below
VLS
• An aural low-energy "SPEED SPEED SPEED" warning, warns the flight crew that the energy of
the aircraft is below a threshold under which they will have to increase thrust, in order to regain
a positive flight path angle through pitch control. It is available in CONF 2, CONF 3 and CONF
FULL.
The FCPC computes the energy level with the following inputs:
‐ Aircraft configuration.
‐ Horizontal deceleration rate.
‐ Flight path angle.
For example, if the aircraft decelerates at 1 kt/sec, and:
‐ The FPA is -3 °, the alert will trigger at approximately VLS -8,
‐ The FPA is -4 °, the alert will trigger at approximately VLS -2.
This alert draws the PF's attention to the SPEED scale, and indicates the need to adjust thrust.
It comes immediately before the ALPHA Floor.
• If the angle-of-attack still increases and reaches ALPHA Floor threshold, the A/THR triggers
TOGA thrust and engages (unless in some cases of one engine-out).
In case of an emergency situation, such as Windshear or CFIT, the PF is assisted in order to
optimize aircraft performance via the:
　
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